Hose support assembly for a railway vehicle

ABSTRACT

An assembly which is intended to support a coupling hose of a railway vehicle having a fixed sill. A draft unit mounted in the sill is of the type including a draft housing mounted for longitudinal sliding motion within the sill. A coupling bar, having one end projecting outwardly from one end of the vehicle, is connected at its other end to the draft housing for transverse swinging motion about a vertical pivot axis disposed in a longitudinal median plane of the vehicle. The coupling hose is connected at one of its ends to a hose support member. This support member is supported by connecting means in spaced vertical relation relative to the coupling bar, in close longitudinal proximity to the one free end thereof. The connecting means is connected with the draft member to cause longitudinal motion of the hose support member relative to the sill upon corresponding motion of the coupling bar. This motion of the hose support member serves to generally maintain the relative positioning of the hose support member and the free end of the coupling bar during cushioning motion thereof. Guiding means is connected with the vehicle and with the connecting means to guide the connecting means and thus move the hose support member in a path disposed generally in the longitudinal median plane of the railway vehicle.

United States Patent [72] Inventor Orum E. Seay Duncan,0kla. [21]App1.No. 745,874 [22] Filed July 18,1968 [45] Patented Mar. 2, 1971 [73]Assignee Halliburton Company Duncan,0kla.

[54] HOSE SUPPORT ASSEMBLY FOR A RAILWAY VEHICLE 1 Claim, 6 DrawingFigs.

[52] U.S.Cl 213/1, 248/53, 285/63 [51] Int.Cl B61g7/00 [50]FieldofSearch 2l3/1,8; 285/63; 248/53 [56] References Cited UNITEDSTATES PATENTS 1,069,038 7/1913 Shields 213/1UX 2,302,129 11/1942 Lee213/1 2,411,735 11/1946 King 213/1 3,224,598 12/1965 Austgen 213/13,344,935 10/1967 Stewartetal... 213/1 3,446,364 5/1969 Terlecky 213/1Primary Examiner-Drayton E. Hoffman Attorney-Burns, Doane, Benedict,Swecker and Mathis housing for transverse swinging motion about avertical pivot axis disposed in a longitudinal median plane of thevehicle. The coupling hose is connected at one of its ends to a hosesupport member. This support member is supported by connecting means inspaced vertical relation relative to the coupling bar, in closelongitudinal proximity to the one free end thereof. The connecting meansis connected with the draft member to cause longitudinal motion of thehose support member relative to the sill upon corresponding motion ofthe coupling bar. This motion of the hose support member serves togenerally maintain the relative positioning of the hose support memberand the free end of the coupling bar. during cushioning motion thereof.Guiding means is connected with the vehicle and with the connectingmeans to guide the connecting means and thus move the hose supportmember in a path disposed generally in the longitudinal median plane ofthe railway vehicle.

PATENTEMAR 2131:

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ATTORNEYS HOSE SUPPORT ASSEMBLY FOR A RAILWAY VEHICLE BACKGROUND OF THEINVENTION This invention relates to an assembly for mounting thecoupling hose of a railway vehicle. In particular, the invention relatesto a coupling hose support assembly particularly suitable for use with arailway vehicle provided with a hydraulic draft-cushioning unit of theso-called fixed sill" type.

In distributing brake-actuating air throughout a train, formed of aplurality of railway vehicles connected by coupling bars, it is commonto utilize an air conduit, or train line, which includes separablecoupling hoses interposed between adjacent railway cars in the train.These coupling hoses are frequently mounted with one end of each hosefixedly secured, by a bracket, adjacent the sill of its associatedrailway car, with the free end of the hose being connectable with thehose of the adjacent car. In some instances, the free ends of the hosesmay be mounted on the coupling bars of the adjacent cars. l

Although widely adopted, the present systems may, under certaincircumstances, have serious disadvantages.

For example, when coupling the railway cars to form the train, thecoupling bars of adjacent vehicles may initially be relatively skewed soas to bypass each other in close relation as the vehicles are movedtogether. Such bypassing adjacent coupler bars may easily cause thecoupling hose mounting brackets to be struck by the coupler bars, withpossible serious damage resulting.

Another problem may arise in connection with railway vehicles providedwith hydraulically cushioned draft units which are now in extensive use.In such hydraulically cushioned draft units, the associated couplingbars have a considerable length of telescoping travel relative to theirassociated vehicles during cushioning action. In such circumstances, acoupling hose mounted as previously described with its rear endconnected to a fixed point on one car and its forward end connected tothe hose of an adjacent car, may sometimes be pulled out of connectionwith the hose on the adjacent car. This problem may be particularlyacute during periods of extreme coupling bar extension and may becompounded by an additional sideways extension caused by transversepivoting movement of the coupler bars during relative articulation ofthe vehicles when negotiating a curve.

With regard to these problems, at least one previous. attempt has beenmade to provide a mounting assembly for a coupling hose which would besuitable for use with a long stroke, hydraulically cushioned, draftunit. This prior device is intended for use with a draft unit of thetype having a sliding sill telescoping into the fixed sill of therailway car, with the coupling bar being pivotally connected to thesliding sill. The coupling hose is supported on a bracket secured to aside of the sliding sill and is spaced rearwardly of the free orcoupling end of the coupling bar. The bracket is spaced vertically belowthe coupling bar to avoid impact upon the bracket by a bypassed couplerof an adjacent vehicle. As the coupler bar moves forwardly andrearwardly the bracket moves correspondingly forwardly and rearwardly toreduce pulling extension of the coupling hose.

However, one problem which may occur with this prior device arises fromthe location of the supporting bracket directly on the side of thesliding sill. Because of the appreciable transverse width of the slidingsill, the fixed end of the hose is supported at a substantial transversedisplacement from the longitudinal median plane of the vehicle. Thus,transverse swinging of the coupling bar of this device, toward oppositesides of the vehicle, will cause unequal amounts of extension of thecoupling hose. Although the hose may be long enough to accommodatetransverse swinging motion of the coupler bar toward the side on whichthe bracketis situated, the hose may be insufficiently long toaccommodate extreme transverse swinging motion to the other side withoutpulling apart from the next adjacent coupling hose.

SUMMARY OF INVENTION It is, therefore, a general object of the inventionto provide an assembly for supporting the coupling hose of a railwayvehicle which obviates or minimizes problems of the type noted above.

It is a particular object of the invention to provide an as- :embly forsupporting a coupling hose of a railway vehicle utilizing ahydraulically cushioned draft unit, wherein the possibility of damage tothe hose couplings caused by bypassing of the coupler bars of adjacentvehicles is minimized.

It is another object of the invention to provide an assembly forsupporting a coupling hose on a railway vehicle provided with ahydraulic draft cushioning unit, wherein the possibility of pullingapart of adjacent connected coupler hoses due to extreme displacement ofthe associated coupling bars is obviated or minimized.

A preferred embodiment of the invention, intended to accomplish at leastsome of the foregoing objects, includes a railway vehicle intersected bya longitudinal median plane extending vertically and longitudinally ofthe vehicle and positioned transversely centrally thereof. The vehicleis provided with a central, longitudinally extending fixed sill. Thedraft unit is mounted witliin the sill and includes a draft housingadapted for sliding longitudinal motion within the sill. A coupling barhas one free end projecting outwardly of the vehicle through an endopening in the sill. The coupler bar adjacent its other end is'pivotallyconnected with the draft housing for transverse swinging motion about agenerally vertical pivot axis disposed in the longitudinal median planeof the vehicle. A coupling hose is connected at one of its ends to ahose support member. Connecting means supports the hose support memberin spaced vertical relation relative to the coupling bar. Additionally,the connecting means positions the hose support member in closelongitudinal relation to the free one end of coupling bar. Theconnecting means is connected with the draft housing to cause forwardand rearward motion of the hose support member upon correspondingforward and rearward motion of the coupling bar. Guiding means isconnected with the draft housing and with the connection means forguiding the hose support member in a path disposed generally inthelongitudinal median plane of the railway vehicle. In this manner, thevertical separation provided between the coupling bars and the couplinghose supports ensures that bypassing of adjacent couplers does notdamage the associated coupling hoses. Additionally, the guiding meanswhich keeps the hose support member centralized relative to the railwayvehicle insures that transverse swinging motion of the coupler bardoesnot cause asymmetric extension of the coupling hose which might beexcessive in one transverse swing swinging direction.

It is also significant that the positioning of the hose support memberin close proximity to the free end of the coupler bar enables almost allthe length of the coupling hoe to be utilized to compensate forextension causes by transverse side-to-side swinging of the coupler bar.

THE DRAWINGS An assembly for supporting a coupling hose according to apreferred embodiment of the invention is illustrated in the accompanyingdrawings in which:

FIG. 1 is a perspective view, partially in cross section, of a portionof a railway vehicle provided with a coupling assembly according to apreferred embodiment of the invention;

FIG. 2 is a cross-sectional view of a portion of the assembly shown inFIG. 1;

FIG. 3 is a cross-sectional view of the portion of the assembly shown inFIG. 2;

FIG. 4 is a perspective view of a hose support member and connecting rodforming a part of the assembly shown in FIG.

FIG. 5 is a cross-sectional end view of a position of the assembly shownin FIG. 2 taken on the lines 5-5 therein; and

FIG. 6 is a cross-sectional end view of another portion of the assemblyshown in FIG. 2 taken on the lines 6-6 therein.

DETAILED DESCRIPTION Referring to FIG. 1 of the drawings, an assemblyfor supporting a coupling hose of a railway vehicle constructedaccording to a preferred embodiment of the invention, is there shown. Arailway vehicle 2 of any conventional type, such as the flatbed carillustrated, has a forward longitudinal end 4. The vehicle 2 isintersected by an imaginary longitudinal plane, shown as AA whichextends longitudinally and vertically and is positioned transverselycentrally of the vehicle. The vehicle 2 also includes a fixed sill 6extending longitudinally of the vehicle. The sill 6 comprises agenerally rectangular, longitudinally extending, hollow box defined byupper and lower horizontal walls 8 and 10 and by vertical, left andright sidewalls l2 and 14 spaced transversely and symmetrically onopposite sides of the longitudinal median plane AA. The sidewalls 12 and14 are flared divergently apart adjacent an open forward end of thesill.

Slidably received within the sill 6 of the vehicle is a hydraulic draftcushioning unit generally designated 16. The cushioning unit includes arectangular, longitudinally extending, draft housing 18 fitting slidablywithin the interior of the sill 6 for longitudinally sliding motiontherein.

At its forward end, the draft housing 18 is pivotally connected to aforwardly extending coupler bar 20 by a vertical pivot pin 22. The pivotpin 22 has its opposed vertical ends connected with adjacent portions ofthe draft housing 18 and supports the coupler bar 20 for transversehorizontal swinging motion about a vertical pivot axis X-X disposed inthe previously mentioned median plane AA of the railway vehicle. Acrossbar 25, secured transversely between the sidewalls of the silladjacent the forward open end thereof, underlies and slidably supportsthe coupler bar in generally horizontal disposition.

At its other, rearward end the draft unit 16 includes a rearwardlydirected, longitudinally extending shaft 23 having its rearward endsecured to an anchor 24 fixedly connected to the interior of the sill 6of the railway vehicle 2. The draft housing 18 telescopes axially aboutthe shaft 23 during draft and buff loads applied 'to the coupler bar andis subjected to the damping action of internal damping structure withinhe the draft unit 16.

A more detailed description of an appropriate damping and restoringstructure for the draft unit 16 utilized in the preferred embodiment ofthe invention, may be obtained from Blake, US. Pat. No. 2,944,681,relevant portions of the disclosure of which are deemed to beincorporated herein by reference. 7

For coupling the railway vehicle 2 with the next adjacent railwayvehicle, a conventional coupling head is provided on the free forwardend of the coupler bar 20. The coupler bar 20 extends sufficiently farforwardly to space the coupler head 30 outwardly from the end of therailway vehicle so that the coupler head may be engaged with thematingly configured coupler head of the next adjacent railway vehicle toconnect the vehicles together. As the connected railway vehiclesnegotiate a bend, it will be understood that their connected couplerbars 20 swing transversely about the respective pivot axes 22 to movethe coupler heads out of the longitudinal median plane A.A of theassociated vehicles towards the inner side of the curve, in the usualmanner.

Of particular interest in the context of the present invention is theprovision of structure for supporting a coupling hose 32 utilized toconnect the usual air-train line 34 of the railway vehicle 2 to thecorresponding coupling hose of the next adjacent railway vehicle.

The coupling hose 32 (FIG. 2) is a standard air coupling hose conformingto the requirements for such hoses fixed by the American Association ofRailroad Standards. The hose 32 includes a manually operable valve unit33 and a rear mounting fixture 35 at the rear end of the hose. Astandard coupling head 32a adapted for releasable connection to themating coupling head of the next adjacent vehicle is provided at theforward end of the hose 32.

In order to support the coupling hose, a hose support assembly generallydesignated 36 is provided. The hose support assembly 36 includes alongitudinally extending, rigid connection rod 38 supported horizontallyin spaced parallel relation below the coupling bar 20 and disposed inthe longitudinal median plane A AA of the railway vehicle. Support forthe connector rod 38 is provided by a tubular sleeve 40 slidably andsnugly embracing the connection rod 38 adjacent the midpoint thereof.The sleeve 40 is located fixed position relative to the railway vehicle2 by a fixed bracket 42 extending downwardly and rearwardly from thepreviously mentioned crossbar 25.

Providing a mounting for the rear end of the coupling hose 32 is a hosesupport member 44 fixedly connected to the forward end of the connectingrod 38. The hose support member includes an angle plate 46 fixedlyconnected with the connecting rod extending transversely and downwardlytherefrom. The angle plate 46 includes a flat upper surface having a U-strap 48 fixedly connected to the plate extending perpendicularly upfrom the flat upper surface. The previously mentioned rear mountingfixture 35 at the rear end of the coupler hose 32 passes between theU-strap 48 and the angle plate 46 to provide a fixed connection betweenthe coupling hose 32 and the hose support member 44. The rear mounting35 is angled inwardly toward the median plane AA, as best seen in FIG.3, to cause the hose 32 to lie in the median plane. The other end of thetrain line 34 is then connected to the open end of the rear mountingfixture 35 of the coupling hose 32 in the usual manner.

The vertical spacing provided between the coupler head 30 and the endfixture of the coupling hose on the hose support member 44 ensures thatinadvertent bypassing of the coupler heads adjacent vehicles duringcoupling up will not cause one or another of the bypassing coupler headsto strike the coupling hose end fixture of the adjacent other vehicle.In this way, considerably damage to air hose structure sometimesencountered in shin shunting practice is avoided.

The dimensions of the hose support member 44 are such that the mountingfixture 35 at the rear end of the coupling hose 32 is positionedtransversely very close to the longitudinal median plane AA of thevehicle, for a purpose to be described hereinafter, Indeed, therelationship is such that for all practical purposes the rear end of thecoupling hose may be considered to lie generally in the longitudinalmedian plane AA of the railroad vehicle.

The connecting rod 38 supports the rear mounting fixture 35 of thecoupling hose in 'a position spaced longitudinally behind but closelyadjacent to, the previously mentioned coupling head 30.

To support the forward end 3211 of the coupling hose 32 in generallyhorizontal disposition suitable for connection with the coupling hose inthe next adjacent vehicle, a flexible member in the form ofa chain 50extends between and is connected to the forward end of the coupling hoseand an attachment point 52 provided on the coupler head 30.

It will be appreciated from the earlier description of the draft unit 16and coupler bar 20 that the coupler head 30 may undergo considerabletravel relative to the remainder of the vehicle during buff and draftperiods. Such travel results from telescoping extension and contractionof the coupler bar relative to the remainder of the vehicle during theimposition of draft and buff loads as well as side-to-side transverseswinging when adjacent vehicles negotiate a curve. It will also beobvious that these longitudinal and transverse displacements may becumulative. Under some circumstances, the total displacement may amountto a substantial proportion of the overall length of the coupling hose32 employed. If the forward end of the coupling hose (connected to thecoupler head 30 by the chain 50) were to undergo such displacement withthe rear end of the coupling hose remaining fixed with relation to therailway vehicle, serious problems of overextension of the coupling hosemight be encountered. These problems might typically include damage tothe coupling hoses or pulling apart of adjacent coupling hoses fromconnection with each other.

To avoid this possibility, the rear end of the coupling hose 32 iscaused to move forwardly and backwardly in corresponding relation to thehead of the coupling bar so that undue extensions of the couplinghose'are avoided. For this purpose the rear end of the previouslymentioned connecting rod 38 is connected with the slidable draft housing18. Such connection is effected by the provision of a horizontal yoke60. (FIG. 4) fixedly secured to the rear end of the rod 38. The yoke 60includes two transversely spaced, rearwardly extending, horizontal arms62 having a transversely extending, horizontally disposed, pin 63mounted in and passing through the free ends if the arms 62. An upwardlyextending pillow block 64 positioned between the arm 62 is mounted onthe pin 63. Connection of the block 64 with the moving draft housing 18,is made by welding the block 64 to a portion to tongue 69 of the housing18. The prime function of this tongue is to connect housing 18 toaspring restoringrnechanism 70 which functions to restore the drafthousing 18 to a neutral position within the vehicle sill.

As shown in FIGS. 2 and 5, the tongue 69 is formed integrally on aforward end of the draft housing 18 and extends downwardly therefrom.The tongue 69 is disposed generally in the longitudinal median plane A-Aand travels forwardly and rearwardly within a longitudinal slot portion72 provided in the bottom wall of the fixed sill 6 of the railwayvehicle. At its lower end, the tongue 69 includes a curved lower end 73.The portion of the spring restoring mechanism 70 connected to the tongue69 and extending rearwardly therefrom does not, in detail, form a partof the present invention. In the preferred embodiment, a springrestoring mechanism of the type disclosed in Blake, US. Pat. No.3,047,162 may be utilized.

The curved lower end of the tongue 69 is matingl'y welded to thecorresponding curved portion 65 provided on the upper portion of thepillow block 64. Thus, cushioning movement of housing 18 causescorresponding forward and rearward motion of the connecting rod 38. Thisinsures that the member '44, supporting the rear .end of the couplinghose 32, moves forward and rearward concurrently with the coupling bar20.

In this manner, both the front and rear ends of the couplingv hose 32are maintained in generally the same disposition relative to the couplerhead 30 so that the effects of coupler head movement relative to thevehicle which might otherwise cause undue pulling on the coupling hose,are minimized. Furthermore, the axially directed force applied to theconnecting rod 38 in this manner obviates any binding of the rod againstthe interior of the guiding sleeve 40. 1

It will be appreciated that the guiding sleeve 40 previously describedinsures that the hose support member 44 is guided for longitudinalmotion in the longitudinal median plane A-A only and cannot movetransversely in either direction out of this plane. This has theadvantage that transverse swinging of the coupler head to one particularside of the median plane does not cause relatively greater extension ofthe coupling hose than that caused by corresponding swinging of thecoupler head to the other side of the longitudinal median plane, aswould arise if the hose support member were offset a substantialtransverse distance to one side of themedian planeThis centralpositioning of the hose support member substantially in the median planeA-A therefore avoids the possibility that a hose which may be ofadequate length to compensate for swinging motion to one side may beinsufficiently long to compensate for transverse swinging motion of thecoupler head to the other side.

SUMMARY OF ADVANTAGES It will be appreciated that in constructing a hoseassembly for a railway vehicle according to the present invention, cer

tain significant advantages are provided].

In particular, by maintaining both the front and rear ends of thecoupling hose in approximately the :same longitudinal relation to thecoupler head at all times even during telescoping and extension of thecoupler head, it is possible to insure that the couplin hose does notbecome dangerously extended under condi 10115 of extreme coupling headdisplacement relative to the vehicle. 7

Also very significant is the manner in which the rear end of thecoupling hose is mounted for longitudinal motion in the longitudinalmedian planeof the vehicle but not transversely thereof. This insuresthat the hose is not subjected to unequal extension upon transverseswinging in one sideways direction as opposed to that encountered uponswinging in the opposite transverse direction.

Although the invention has been described with reference to onepreferred embodiment, it will be appreciate by those skilled in the artthat many additions, dleletions, substitutions, modifications, and otherchanges not specifically disclosed or described may be made which willfall within the purview of the appended claims.

I claim:

1. In a railway vehicle, the vehicle being intersected by an imaginarylongitudinal median plane extending vertically and longitudinally of thevehicle positioned! transversely centrally thereof, the vehicle furtherbeing provided with a central, longitudinally extending sill, thecombination comprising:

a draft unit mounted within the sill, said draft unit including:

a draft housing adapted for longitudinal sliding movement within thevehicle sill,

a longitudinally extending coupling bar having one free end projectingoutwardly of the vehicle through an end opening in the sill, saidcoupling bar adjacent the other end thereof being pivotally connectedwith said draft housing for transverse swinging motion about a generallyvertical pivotal axis disposed in the longitudinal median plane of therailway vehicle, and

a coupler head fixedly connected withsaid free end of said coupler bar,said coupler head adapted for coupling connection to a ma'tinglyconfigured coupler head of an adjacent railway vehicle; a flexiblecoupling hose having a forward end adapted for coupling connection to aflexible coupling hose of an adjacent railway vehicle;

a valve unit connected to the rearward end of said coupling hose;

a mounting fixture connected to said valve unit;

a hose support member connected to said mounting fixture and beingdisposed beneath said coupling bar and generally within saidlongitudinal median plane of the railway vehicle;

a longitudinally extending, horizontally disposed, rigid rod disposedgenerally in said longitudinal median plane of the railway vehicle, saidrod atone end thereof being fixedly connected with said hose supportmember, said rod at the other end thereof being connected with saiddraft housing;

a stationary sleeve the longitudinal ends thereof, whereby said rod mayslidably reciprocate within said stationary sleeve; and

a bracket member adjusted to fixedly connect said sleeve with thevehicle in fixed space relation below said coupling bar whereby thespatial relationship of said valve unit and the forward end of saidcoupling hose remains constant notwithstanding reciprocating movement ofsaid coupling bar, valve unit and forward end of said coupling hosewithrespect to the railway vehicle.

snugly embracing said rod intermediate

1. In a railway vehicle, the vehicle being intersected by an imaginarylongitudinal median plane extending vertically and longitudinally of thevehicle positioned transversely centrally thereof, the vehicle furtherbeing provided with a central, longitudinally extending sill, thecombination comprising: a draft unit mounted within the sill, said draftunit including: a draft housing adapted for longituDinal slidingmovement within the vehicle sill, a longitudinally extending couplingbar having one free end projecting outwardly of the vehicle through anend opening in the sill, said coupling bar adjacent the other endthereof being pivotally connected with said draft housing for transverseswinging motion about a generally vertical pivotal axis disposed in thelongitudinal median plane of the railway vehicle, and a coupler headfixedly connected with said free end of said coupler bar, said couplerhead adapted for coupling connection to a matingly configured couplerhead of an adjacent railway vehicle; a flexible coupling hose having aforward end adapted for coupling connection to a flexible coupling hoseof an adjacent railway vehicle; a valve unit connected to the rearwardend of said coupling hose; a mounting fixture connected to said valveunit; a hose support member connected to said mounting fixture and beingdisposed beneath said coupling bar and generally within saidlongitudinal median plane of the railway vehicle; a longitudinallyextending, horizontally disposed, rigid rod disposed generally in saidlongitudinal median plane of the railway vehicle, said rod at one endthereof being fixedly connected with said hose support member, said rodat the other end thereof being connected with said draft housing; astationary sleeve snugly embracing said rod intermediate thelongitudinal ends thereof, whereby said rod may slidably reciprocatewithin said stationary sleeve; and a bracket member adjusted to fixedlyconnect said sleeve with the vehicle in fixed space relation below saidcoupling bar whereby the spatial relationship of said valve unit and theforward end of said coupling hose remains constant notwithstandingreciprocating movement of said coupling bar, valve unit and forward endof said coupling hose with respect to the railway vehicle.